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     By Martin Bunn (John L. Bellah)

POB #156 La Habra, California 90633-0156  (562) 301-4507  pfmteched@yahoo.com

Sipping his morning coffee, during a lull in the mid-morning activity of the Model Garage, the telephone interrupted his thoughts. “Gus, Harry Manildi here.” Gus knew Harry as the director of the regional trade school. “What can I do for you, Harry?

“It’s like this, Gus. We want to hire a new instructor in the automotive section of our trade school. At this point we have two strong candidates. What we need is for you to become a sort of tie-breaker. We will hold two oral interviews; Chad Duncan will interview at 9:00-AM next Monday and Ernest Cochran will be scheduled at 9:00-AM on Tuesday. Bill Lester, who is an SAE Certified Master Mechanic/Technician of Stanfield Motors will work with you on the interview.”

“Yes, Harry, I remember Bill—a good man. I believe he was one of your trade school graduates. And I guess Stan can hold the fort those two days.”

“Fine be here at 8:30 Monday, Gus.”

Monday morning, Gus Wilson, uncomfortably dressed in a business suit, met with Harry Manildi and Bill Lester, a gangly redhead. Manildi stated; “Okay, we’ll be a three-person interview board. Our objective will to select who’s the best-qualified person to be our automotive instructor. Each candidate is experienced and has submitted a resume, which we’ll give out copies. Feel free to ask whatever questions you see fit. Hopefully, between the three of us, we’ll pick the proper candidate. Chad Duncan will be our first candidate. Grab a cup of coffee and we’ll meet in the auditorium at 9:00.”

Seated, three abreast, the panel took their seats. Duncan, with dark hair and eyes, wearing black slacks, a white shirt, and gray sweater seated himself facing the panel. Director Manildi  began. “Mr. Duncan, meet Bill Lester, SAE Master Mechanic/Technician of Stanfield Motors, and also a graduate of our trade school. To my right is Gus Wilson, owner of the Model Garage, here in town. Bill, I’ll let you lead.”

“Mr. Duncan, a man has a 1965 Ford F-100 pick-up with a six-cylinder engine. It has about 80,000-miles on it. He complains that it doesn’t run properly. The neighbor’s son offers to do a compression test, which he performs and gets readings of: Cyl: #1 92-lbs; Cyl: #2 125-lbs; Cyl: #3 87 lbs; Cyl: #4 110-lbs; Cyl: #5 85-lbs; and Cyl: #6 130-lbs. Where would you go from there?

“Well, I’d yank the head and perform a valve grind.”

“Gus?”

“Mr. Duncan, under severe service, how often should automatic transmission be changed?”

“Today, the manufacturers state that ATF should last for the lifetime of the transmission.”

“I see. Do you know the firing order of a Chevrolet V-8 engine?”

“Sure, Mr. Wilson, it’s stated on the intake manifold.”

“Assume you are working on a 1958 Chevrolet engine with a 327-cubic-inch engine. What would you set the initial timing at?”

“4-degrees Before Top Dead Center.”

“You’re sure?”

“Absolutely, Mr. Wilson! That’s what the book calls for.”

Bill Lester, interjected. “Walk through the ignition tune-up procedure with me. Assume you have already changed the spark plugs.”

“Well, sir, I’d replace points and condenser and set the timing to 4-degrees.”

“Anything else?”

“I can’t think of anything else. I’d release it to the customer.”

Gus Wilson interjected. “Mr. Duncan, an older car comes in with the owner complaining the tires are rapidly wearing on the inner treads, the car tends to drift towards the right, and one tire is beginning to “cup.” Walk us through what steps you’d take to correct the situation.

“Well, Mr. Wilson, I’d first have the owner describe the symptoms. Then I’d check and equalize tire pressures—often car owners neglect tire pressures. If the car had torsion-bar suspension, I’d check ride height. Then I’d road-test the car. The road test would give me a feel of what the car was doing. I’d then put it on the rack and check for worn bushings, and steering components, such as worn ball-joints, idler arms, tie-rod ends, and condition of the steering box. Before attempting to set alignment settings, I’d explain to the customer the necessity of the repairs, and estimated cost, prior to adjusting the settings.”

Director Manildi stood up. Thank you for your time, Duncan. We’ll notify you of the results.”

 The Tuesday board convened. Ernest Cochran, a dark-skinned African American in a conservative business suit, took a seat in front of the panel.

Bill Lester began the interview: “Mr. Duncan, a man has a 1965 Ford F-100 pick-up with a six-cylinder engine. It has about 80,000-miles on it. He complains that it doesn’t run properly. The neighbor’s son offers to do a compression test, which he performs and gets readings of: Cyl: #1 92-lbs; Cyl: #2 125-lbs; Cyl: #3 87 lbs; Cyl: #4 100-lbs; Cyl: #5 85-lbs. and Cyl: #6 130-lbs. Where would you go from there?

“Mr. Lester, I would re-take the compression test.”

“Why?”

Because the amateur mechanic may have just removed the plugs and performed the compression test. Removing spark plugs on a high-mileage engine could loosen bits of carbon which, could go between a valve and seat which could give wrong readings. Any low readings, I’d squirt a bit of oil into the plug opening and re-test. If the readings sharply improved, I’d suspect piston ring issues. And I’d also closely look at the removed plugs to check for oil fouling and if the mixture appears correct. ”

“Okay Cochran, say after retaking the compression test, your readings were 125-lbs. except cylinders #3 and #4 which read 85-lbs.”

“I’d suspect a blown head gasket, Mr. Lester.” 

Director Manildi motioned to Gus Wilson: “Gus?”

“Mr. Cochran, under severe service, how often should automatic transmission be changed?”

“Mr. Wilson, most manufacturers recommend that ATF, under “severe service’ should be changed about 30,000-miles.”

“I see, and what is the definition of ‘severe service?’

“Taxi, fleet, ambulance, police, driving in hot weather in heavy traffic, and trailer-towing, all constitute ‘severe service.’ This is hard on automatic transmission fluid, which can break down above 250-degrees. Excessive heat can lower the ability to properly lubricate and eventually kill transmissions.”

“Cochran, I’ll fire another salvo at you. Do you know the firing order of a Chevrolet V-8 engine?”

“Sure, Mr. Wilson, it’s 1-8-4-3-6-5-7-2. Chrysler products and some independents use the same firing order. Fords are different, however. And for the record, International trucks use the same firing order, but instead of timing with #1 cylinder, which most vehicles are set, International- Harvester, sets timing their engines, using Cylinder #8”

Director Manildi interjected; “Absolutely, amazing, Cochran. Where did you learn all that?”

“Well sir, I took auto shop at Palisades High School, in Los Angeles. My instructor, Mr. Lee Sawyer, taught us a quick formula to determining the firing order. You have basically three numbers—all multiples of nine; 18, 36, and 72. You then insert 4 and 5 in-between those numbers; 1-8-4-3-6-5-72.

Gus Wilson resumed the interview: “Assume you are working on a 1958 Chevrolet engine with a 327-cubic-inch engine. What would you set the initial timing at?”

“Before we go there, Mr. Wilson, Chevrolet never installed 327-cubic-inch engines into their 1958 models. So, the 327 engine is transplanted, and what you’re telling me it’s probably a hot-rod. Also, there are various different of tunes on that engine. Most have 4-barrel carburetors, however there a few with 2-barrels, such as early Camaros and some fleet applications that ran 2-barrel carburetors. Some Corvettes are fuel-injected. Ignition timing can vary, due to the age and mileage of the engine, timing-chain stretch, blend of gasoline, and altitude. I’d, disconnect and plug the vacuum advance and start with 4-degrees Before Top Dead Center. Then I’d reconnect the vacuum advance, road-test it and adjust timing as needed.”

Bill Lester, interjected. “Walk us through the ignition tune-up procedures. Assume you have already changed the spark plugs.”

“Well, sir, I’d replace points and condenser and set the timing to 4-degrees—to start. As I said before, I’d also check the distributor cap for cracking, vacuum and mechanical advances to see if they’re working properly. I’d scope-check the engine to see if anything else is up to spec. I would then road-test the car before releasing it to the customer.”

“Why the road-test?”

“There could be other issues, such as carburetion issues, burned or sticking valves, blocked exhaust, or worn camshaft lobes. Those issues may also cause drivability issues.”

“Anything else?”

“I can’t think of anything else.”

Director Manildi concluded the interview. “Thank you for your time, Mr. Cochran. You’ll hear from us by Friday.”

After Cochran left. Manildi turned to the board. “Gentlemen, what are your thoughts?” Lester began; “Duncan was spot-on concerning the alignment issues, however, my overall assessment was he was he was a ‘flat-rater;’ get it out quickly, to get the next job in.”

Manildu turned to Gus Wilson; “Gus, your thoughts?

“I agree with Bill Lester. Ernest Cochran seemed to know the ‘why’ things worked. That Mr. Sawyer at his high school auto shop must have been some teacher. The industry needs more of his students. Cochran seems to be extremely sharp, and willing to explain the ‘why’ things operate, or don’t operate. Duncan seemed to be a bit weak in that department.”

Manilidi added. “Gentlemen, I assume you’ve settled on Cochran?

Gus Wilson and Bill Lester both answered; “Yes.”

“I concur, Gentlemen. Lunch is on me.”

©John L. Bellah, 2026